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An interview with Ryan Britt, the author of The Spice Must Flow, about Dune’s once-covert climate change message.
For someone who’s been hit by the Dune curse, author Ryan Britt was in good spirits when I spoke to him about his new book, The Spice Must Flow: The Story of Dune, from Cult Novels to Visionary Sci-Fi Movies, on Friday. “It has to be something, always,” he told me brightly, in reference to the second installment of Denis Villeneuve’s Dune adaptation — to which last week’s release of The Spice Must Flow had been loosely tied — getting delayed to next year due to the Hollywood strikes. Still, Britt winces at himself when he remembers he’s called Dune: Part Two a “2023 film” in print.
I imagine, though, that Britt’s readers will forgive him. The Spice Must Flow is a wonderfully enjoyable companion guide to Dune, including for people who aren’t really that deep into Arrakis lore (or haven’t, like me, read beyond Frank Herbert’s first book). Touching on everything from the nonfiction magazine article that was the earliest version of Dune, to the turbulent attempts to adapt the novel into a film, Britt also gives welcome space to how Herbert’s sandworm-populated, drugged-up sci-fi saga serves as “an ecological guide to the future.” Our conversation has been condensed and edited for brevity and clarity.
Where were you when you learned Dune: Part Two was being pushed back?
I was getting ready to make my six-year-old daughter dinner with my wife. I shouldn’t say that I was making dinner — I think my wife was getting ready to make dinner and I was helping and hanging out with my daughter. And I got a text from my literary agent just saying, “Had you seen this?”
But you know, I had seen the rumors that it was potentially going to happen. And just from an entertainment industry/publishing standpoint, it’s the most Dune thing that could possibly happen. I was joking with many people that writing a book about Dune is like — I'm entering into a world that was very hard for David Lynch and very hard for Frank Herbert and [Alejandro] Jodorowsky and Denis Villeneuve. Something always happens to people who are doing Dune projects. It was like, “Okay, so I don’t get to have a book out at the same time as the movie? I’m getting off easy compared to Lynch, who lost like four years of his life or whatever.”
You write that “the public perception of Dune as an ecological science fiction novel is perhaps the most important factor in its immortality.” But as you note in your book, Herbert didn’t exactly set out to write an ecological science fiction book. How did Dune gain the reputation of environmental literature that it has today?
I want to be careful about this because I think that it’s possible that Frank Herbert did have that intention. He dedicated the first novel to “dry land ecologists.” He began writing a nonfiction article about real sand dunes, and that led to writing Dune. I just don’t think that environmentalism was his sole intention or his sole motivating factor in completing the first book. By evidence in my research and the research of others, he played up that [intention] after it was claimed by environmentalists.
The big thing that happened is Stewart Brand’s The Whole Earth Catalog in 1968 picked Dune as an ecological text, and then Frank Herbert spoke at Earth Day in 1970. I actually brought with me as a prop the New World or No World (1970) book, which was based on a TV special Herbert did. [Reading from the book’s cover:] “‘Our ecology crisis and what to do about it,’ edited by Frank Herbert.” So this is where, by the end of the 1960s and early 1970s, Herbert really starts saying Dune was an ecological book.
And that’s definitely in the text. But at the same time, the planet ecologist who is the father of Liet-Kynes, Pardot Kynes — all of that is from the appendices that are in the novel but weren’t in the original serialized magazine versions. A lot of the big ecological ruminations are sort of covert in the first run. But even in New World or No World, where Herbert talks about putting the words of ecological concern into the mouths of his characters — that’s from the appendices. So I think that he was always throwing down a message about climate change and a message about how corrupt governments contribute to that, but he wasn’t talking that up in ‘63 and ‘65, when the first versions of the book came out. But by 1968, ‘69, ‘70, he certainly was, because the Whole Earth Catalog thing happened and I think environmentalists were clearly his people in a way that, perhaps, other science fiction writers were not.
Do you think that part of the reason Dune had mainstream success was because this environmental interpretation made it seem like more “serious” literature to readers who might not have picked up a sci-fi book otherwise?
Yes, absolutely. The reason why Dune is mainstream is because of the ecological messaging. And that’s not just true of the first novel, which is by far and away the most popular, but the thing also about Herbert is that he makes good on the idea that Dune is an ecological series in the sequels.
By the time we get to Children of Dune(1976), he has a very interesting message about climate change, which is that the sandworms are an endangered species but they’re also essential to the economy because they create the spice — the spice is an allegory for all natural resources that power transportation. So some of the best ecological messaging comes out of the sequels. Children of Dune was the first hardcover bestseller science fiction novel — in terms of being marketed as a science fiction novel — of all time. And in that book is when Herbert says, look, not only does climate change and ignoring climate change have a negative effect on our environment, but it has a negative effect on the economy as well.
Children of Dune is when Arrakis has been terraformed, like forced climate change. But it’s the reverse from us because instead of turning it into a worse environment, they’re actually making it more livable. But that is the thing that’s actually against the existing environment, and the thing that’s going to threaten to kill the sandworms and disrupt everything. So Herbert inverts the literalness by saying, Okay, this kind of forced climate change seemed like a great idea, one that the Fremen wanted, to transform it into a paradise. But now here we are, two books later, and not that much time has passed, and we’re looking at the extinction of the sandworms and the collapse of everything.
The environmental movement in the U.S. has changed a lot since Frank Herbert died in 1986. Were he still alive today, do you think he’d still be writing books with environmental themes? Or was it a passing fancy when it came to Dune?
No, no, he certainly would be. Absolutely. You could look at books like The Green Brain, and some of his other books, and definitely it’s there.
It’s interesting because you look at someone like Elon Musk — we all know there’s a political problem with Musk more broadly, and he’s almost like a character from Dune. Because he’s like, “I’m going to create all these electric vehicles,” but at what cost, right? Herbert was interested in political figures — Musk wouldn’t think of himself as a political figure, but he is — and the people with power who people don’t question. If we all agree that electric cars are good, then that would be Musk, right? But Musk is like Leto II, the God Emperor of Dune, and Leto II has ulterior motives in the end but so many people have to die to get there. So I think that if you could have Frank Herbert alive to see what’s going on with Elon Musk, he’d be like, “This is exactly what I was talking about.”
Is there anything else you’d like Heatmap readers to know about Dune?
What is really cool about Dune when it comes to its ecological messaging is that, like all good art, it is not an after-school special. That allows it to sink in more effectively. The irony that I point out in my book is that New World or No World is essentially an after-school special — it was literally on TV as a segment of people talking about the whole problem of climate change. [Reading from the book:] “I refuse to be put in a position of telling my grandchildren: ‘Sorry, there’s no world for you. We’ve used it all up.’ —Frank Herbert.” He is an environmentalist. But this book is not in print, and Dune is.
So why is Dune in print when we have to find that messaging? Because we have to find it: It’s not flashing on a giant sign like in Avatar or something like that. It’s not turning to the camera.
You look at something like Dune and you’ve got 60 years of people talking about it and thinking about it. And the “thinking about it” part is essential because people won’t change their minds with, like, a TV special. They will change their minds with a novel. A novel, a story, can move people.
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Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.
How Hurricane Helene is still putting the Southeast at risk.
Less than two months after Hurricane Helene cut a historically devastating course up into the southeastern U.S. from Florida’s Big Bend, drenching a wide swath of states with 20 trillion gallons of rainfall in just five days, experts are warning of another potential threat. The National Interagency Fire Center’s forecast of fire-risk conditions for the coming months has the footprint of Helene highlighted in red, with the heightened concern stretching into the new year.
While the flip from intense precipitation to wildfire warnings might seem strange, experts say it speaks to the weather whiplash we’re now seeing regularly. “What we expect from climate change is this layering of weather extremes creating really dangerous situations,” Robert Scheller, a professor of forestry and environmental resources at North Carolina State University, explained to me.
Scheuller said North Carolina had been experiencing drought conditions early in the year, followed by intense rain leading up to Helene’s landfall. Then it went dry again — according to the U.S. Drought Monitor, much of the state was back to some level of drought condition as of mid-November. The NIFC forecast report says the same is true for much of the region, including Florida, despite its having been hit by Hurricane Milton soon after Helene.
That dryness is a particular concern due to the amount of debris left in Helene’s wake — another major risk factor for fire. The storm’s winds, which reached more than 100 miles per hour in some areas, wreaked havoc on millions of acres of forested land. In North Carolina alone, the state’s Forest Service estimates over 820,000 acres of timberland were damaged.
“When you have a catastrophic storm like [Helene], all of the stuff that was standing upright — your trees — they might be snapped off or blown over,” fire ecologist David Godwin told me. “All of a sudden, that material is now on the forest floor, and so you have a really tremendous rearrangement of the fuels and the vegetation within ecosystems that can change the dynamics of how fire behaves in those sites.”
Godwin is the director of the Southern Fire Exchange for the University of Florida, a program that connects wildland firefighters, prescribed burners, and natural resources managers across the Southeast with fire science and tools. He says the Southeast sees frequent, unplanned fires, but that active ecosystem management helps keep the fires that do spark from becoming conflagrations. But an increase like this in fallen or dead vegetation — what Godwin refers to as fire “fuel” — can take this risk to the next level, particularly as it dries out.
Godwin offered an example from another storm, 2018’s Hurricane Michael, which rapidly intensified before making landfall in Northern Florida and continuing inland, similar to Hurricane Helene. In its aftermath, there was a 10-fold increase in the amount of fuel on the ground, with 72 million tons of timber damaged in Florida. Three years later, the Bertha Swamp Road Fire filled the storm’s Florida footprint with flames, which consumed more than 30,000 acres filled with dried out forest fuel. One Florida official called the wildfire the “ghost” of Michael, nodding to the overlap of the impacted areas and speaking to the environmental threat the storm posed even years later.
Not only does this fuel increase the risk of fire, it changes the character of the fires that do ignite, Godwin said. Given ample ground fuel, flame lengths can grow longer, allowing them to burn higher into the canopy. That’s why people setting prescribed fires will take steps like raking leaf piles, which helps keep the fire intensity low.
These fires can also produce more smoke, Godwin said, which can mix with the mountainous fog in the region to deadly effect. According to the NIFC, mountainous areas incurred the most damage from Helene, not only due to downed vegetation, but also because of “washed out roads and trails” and “slope destabilization” from the winds and rain. If there is a fire in these areas, all these factors will also make it more challenging for firefighters to address it, the report adds.
In addition to the natural debris fire experts worry about, Helene caused extensive damage to the built environment, wrecking homes, businesses, and other infrastructure. Try imagining four-and-a-half football fields stacked 10 feet tall with debris — that’s what officials have removed so far just in Asheville, North Carolina. In Florida’s Treasure Island, there were piles 50 feet high of assorted scrap materials. Officials have warned that some common household items, such as the lithium-ion batteries used in e-bikes and electric vehicles, can be particularly flammable after exposure to floodwaters. They are also advising against burning debris as a means of managing it due to all the compounding risks.
Larry Pierson, deputy chief of the Swannanoa Fire Department in North Carolina, told Blueridge Public Radio that his department’s work has “grown exponentially since the storm.” While cooler, wetter winter weather could offer some relief, Scheuller said the area will likely see heightened fire behavior for years after the storm, particularly if the swings between particularly wet and particularly dry periods continue.
Part of the challenge moving forward, then, is to find ways to mitigate risk on this now-hazardous terrain. For homeowners, that might mean exercising caution when dealing with debris and considering wildfire risk as part of rebuilding plans, particularly in more wooded areas. On a larger forest management scale, this means prioritizing safe debris collection and finding ways to continue the practice of prescribed burns, which are utilized more in the Southeast than in any other U.S. region. Without focused mitigation efforts, Godwin told me the area’s overall fire outlook would be much different.
“We would have a really big wildfire issue,” he said, “perhaps even bigger than what we might see in parts of the West.”